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*TM l-1500-328-23

_--______________________-______________________________________

TECHNICAL MANUAL

AERONAUTICAL EQUIPMENTMAINTENANCE MANAGEMENT

POLICIES AND PROCEDURES

DISTRIDUTION STATEMENT A: Approved for public release; distribution is unlimited.

*This TM supersedes TM l-1500-328-23, dated 28 February 1995.

HEADQUARTERS, DEPARTMENT OF THE ARMY

30 JULY 1999

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C1

CHANGE HEADQUARTERS

DEPARTMENT OF THE ARMY

NO. 1 WASHINGTON, D.C., 25 November 2002

TECHNICAL MANUAL

AERONAUTICAL EQUIPMENT

MAINTENANCE MANAGEMENT

POLICIES AND PROCEDURES

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find any mistakes or if you know of a way to improve theprocedures, please let us know. Mail your letter or DA Form 2028 (Recommended Changes toPublications and Blank Forms) or DA Form 2028-2 located in the back of this manual directly to:Commander, US Army Aviation and Missile Command, ATTN: AMSAM-MMC-MA-NP, Redstone Arsenal,

AL 35898-5000. You may also submit your recommended changes by E-Mail directly to2028@redstone.army.mil or by fax (256) 842-6546/DSN 788-6546. A reply will be furnished directly toyou. Instruction for sending an electronic 2028 may be found at the back of this manual immediatelypreceding the hard copy 2028. For World Wide Web use: https://amcom2028.redstone.army.mil.

DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

TM 1--1500--328--23, dated 30 July 1999, is changed as follows:

1. Remove and insert pages as indicated below. New or changed text material is indicated by a vertical bar inthe margin. An illustration change is indicated by a miniature pointing hand.

Remove pages Insert pages

-- -- -- A/(B--blank)3--1 and 3--2 3--1 and 3--28--5 and 8--6 8--5 and 8--6

2. Retain this sheet in front of manual for reference purposes.

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By Order of th e Secret ar y of the Army:

Official:

ERIC K. SHINSEKI

General, United S tates Army

Chief of S taff

J OEL B. HUDSON

Adm inistrative Assistant to theSecretary of the Army

TM 1-1500-328-23C1

0232504

DISTRIBUTION:

To be distributed in accordance with Initial Distribution Number (IDN) 313115, requirements for TM 1-1500-328-23.

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LIST OF EFFECTIVE PAGES

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NOTE: On a changed page, theportion of the text affected by the latest change is indicated by a vertical line,or other change symbol, in the outer margin of the page. Changes to illustrations are indicated by miniature

pointing hands. Changes to wiring diagrams are indicated by shaded areas.Dates of issue for original and changed pages are:

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TECHNICAL MANUAL HEADQUARTERSDEPARTMENT OF THE ARMY

NO. l-1500-328-23 WASHINGTON, D.C., 30 July1999

AERONAUTICAL EQUIPMENT MAINTENANCE MANAGEMENTPOLICIES AND PROCEDURES

REPORTING ERRORS AND RECOMMENDING IMPROVEMENTS

You can help improve this manual. If you find anyMistakes or if you know of a way to improve theProcedures please let us know. Mail your letter orDA Form 2028 (Recommended Changes to PublicationsAnd Blank Forms) to: Commander, U.S. Army AviationAnd Missile Command (AMCOM), ATTN: AMSAM-MMC-RE-FF,Redstone Arsenal, Alabama 35898-5230. A reply willBe furnished directly to you.

TABLE OF CONTENTS

Section/Paragraph Page

Section I GENERAL1-1 Purpose1-2 Scope1-3 Definitions1-4 General

1-5 Aircraft Record Keeping

1-6 Computer Generated Records1-7 Responsibilities

Section II

2-12-2

2-32-4

2-52-6

2-72-8

2-92-10

2-112-122-13

AIRCRAFT PREVENTIVE MAINTENANCE SYSTEMSGeneralFlights and Maintenance InspectionsUnder Operational Emergencies

Evacuation of Grounded AircraftScheduled Preventive and PhaseMaintenance Inspections

Phase Maintenance Inspection MethodProgressive Phase Maintenance

(PPM) MethodPeriodic/PMS Inspection MethodCombat Phase Maintenance (CPM) or

Combat Periodic (CPE) InspectionRecurring Special InspectionsScheduling of Recurring Special

InspectionsNon-recurring Special InspectionsPreflight InspectionThru-flight Inspection

l-1l-ll-ll-ll-1l-21-2

2-l

2-22-2

2-32-3

2-52-6

2-72-7

2-8Z-102-102-10

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Section/Paragraph Page2-14 Post-flight Inspection 2-102-15 Acceptance Inspection 2-112-16 Inspection of Aircraft In Storage 2-112-17 Transfer Inspection 2-11

Section III3-1

3-23-33-4

3-53-6

3-7

MAINTENANCE TEST FLIGHTS AND OPERATIONAL CHECKSDefinitions 3-lGeneral 3-lMaintenance Test Flight Accomplishment 3-4Maintenance Test Flight Check Sheets 3-6Recording Maintenance Test Flights 3-6Maintenance Operational Check

Requirements 3-7Maintenance Operational Check

Accomplishment 3-7

Section IV4-14-2

4-34-4

4-5

4-64-74-8

4-9

4-10

4-11

4-124-13

4-14

4-15

4-16

AIRCRAFT COMPONENT REPLACEMENT AND REUSE PROCEDURESDefinitions 4-lGeneral 4-2

The Army Warranty Program 4-3Replacement of Limited Service

Life Components 4-3Replacement of Components onAircraft Being Transferred 4-5

Removal of Components 4-5Reuse Of Serviceable Parts 4-6Components Obtained through

Cannibalization 4-7Reuse Of Components Removed

From Damaged Aircraft 4-7Components Exposed to Fire

and/or Saltwater Immersion 4-8Repair and Overhaul of Components 4-8

Component Historical Records 4-9Receipt of Electronic Messages or

Technical Bulletins 4-10Managed Components with Missing

Data Plates 4-11Counterfeit or Bogus Component/Part

Awareness 4-11Historical Data Assistance

Activities 4-12

Se c t i on V5 - 1

5 -2

5 - 3

COMPONENT SERIALIZATIONGeneralConditions That Require Item

Serialization

Assignment of New Component SerialNumbers

5-l

5-l

5-l

SectionVI6-16-26-3

AIRCRAFT COMPONENT REPAIR KITSDefinition of A Repair KitGeneralProcedures for Obtaining and Useof Repair Kits

6-l6-l

6-1

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Section/Paragraph PageSection VII

7-17-27-3

7-4

7-5

7-67-7

7-8

Section VIII8-1

8-28-38-4

8-58-6

8-7

8-8

8-98-10

Section IX

9-19-29-3

9-4

9-59-69-7

9-8

9-99-10

Section X

10-l10-2

10-3

DEPOT LEVEL REPAIR/OVERHAUL OPERATIONSDefinitionsGeneralProgrammed Depot Maintenance ofArmy Aircraft

Un-programmed Depot Maintenance ofArmy Aircraft

Limited Depot Level MaintenancePerformed By AVIM Activities

Special ResponsibilitiesDepot Maintenance StandardsRecording and Reporting

7-l7-l

7-3

7-4

7-47-57-67-7

AVIATION CORROSION PREVENTION AND CONTROL POLICYAviation Corrosion Prevention and

Control Policy 8-lGeneral 8-lResponsibilities 8-lMethodology 8-2

Procedures 8-4Geographical Location CPC Inspection

and Wash Frequency 8-5Operating Environment CPC Inspection

and Wash Requirements 8-5Aviation Associated Equipment 8-5Required References 8-5CPC Training 8-6

PROCESSING REQUIREMENTS FOR AERONAUTICAL EQUIPMENT

PRIOR TO DISPOSALDefinitions 9-lGeneral 9-2Identification and Processing of

FSCAP Items 9-3Responsibility for Mutilation 9-4Criteria for Condemnation 9-5How To Mutilate 9-6Data Plates, Information Tags andEtched Markings 9-7

Parts for Training, Educational,Research, and Developmental 9-7

Verification and certification 9-8Disposal of Non-Condemned ItemsThrough the DRMO 9-9

CONTROLLED EXCHANGE AND CANNIBALIZATION OF AVIATIONMATERIEL

Definitions 10-lControlled Exchange or

Cannibalization of Material 10-lControlled Exchange By Unit,

Organization, Or Activity 10-l

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Section/Paragraph Page10-4 Documentation Required 10-210-5 Controlled Exchange Approval 10-210-6 Inventory Control of Cannibalized

Managed Components 10-3

Section XI STATIC AND MUSEUM DISPLAYS11-1 Purpose 11-l11-2 Requests for Display Aircraft and

Aeronautical Items 11-111-3 Processing Requirements 11-l11-4 Explanation of Preparation Actions 11-211-5 Reporting of Pilfered or Missing

Display Items 11-411-6 Disposition Of Display Aircraft 11-4

Section XII STANDARDS OF SERVICEABILITY FOR TRANSFER OF AIRCRAFT12-l Definitions 12-l12-2 General 12-l12-3 Standards of Serviceability 12-l

Section XIII AERONAUTICAL ITEMS USED FOR MAINTENANCE TRAINING13-l13-213-313-413-513-613-713-813-913-1013-11

13-1213-13

13-1413-1513-16

Appendix A REFERENCES A-l

DefinitionsGeneralMTA Mission Design Series (MDS)FTAD Training DeviceItem IdentificationMaintenance RequirementsConfiguration ControlRecords and Historical DataLost or Missing Logbook/Historical DataDA Form 2410 SubmissionTheft or Misappropriation of

Training Items

Controlled Substitution of ComponentsClassification/Reclassification to

Training Aircraft/MTADesignation of Components as IATE ItemsAircraft Data Plate ControlDisposition of Maintenance TrainingAircraft/MTA

13-l13-l13-213-213-213-213-313-313-313-3

13-4

13-5

13-513-613-6

13-6

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SECTION I

GENERAL

1-1. Purpose.

This manual establishes standards, that apply tomaintenance and maintenance management of all Army aircraft, and

ancillary aeronautical equipment.

1-2. Scope. This manual applies to all elements of the Army

including the Army National Guard, Army Reserve, depots and

contractors engaged in the operation, maintenance, or storage of Army

aircraft, aviation associated equipment and applicable componentsowned and managed by the Army, with the exception of Unmanned AirVehicles.

1-3. Definitions. For the purpose of this manual, definitionscontained in the following sections apply, in addition to those

contained in Army Regulation (AR) 310-25 (Dictionary of U.S. Army

Terms).

1-4. General.

a. The maintenance management standards contained in this manual

are established as basic mandatory requirements to which aeronautical

equipment will conform.

b. Specific maintenance tasks and inspections will be performed in

accordance with all appropriate publications; such as, ArmyRegulations (AR), Technical Bulletins (TB), Technical Manuals (TM),Electronic Technical Manuals (ETM), Interactive Electronic Technical

Manuals (IETM) and other applicable publications. This manual is

categorized as a "general information publication;" therefore, if a

Department of the Army (DA), or Department of Defense (DOD) regulationor technical publication conflicts with the requirements or

information in this manual, the regulation or technical publication

will take precedence, unless specifically stated otherwise.

C . For specific information pertaining to airframe mounted Aviation

Life Support Equipment (ALSE) or avionics equipment, refer to the

applicable publications.

l-5. Aircraft Record Keeping. DA Pamphlet 738-751, Functional UsersManual for The Army Maintenance Management System-Aviation (TAMMS-A),

is the Army's authority for the use, preparation and disposition of

aircraft forms and records. Except for the special instructions

stated in this TM, letters of deviation, written correspondence from

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Aviation and Missile Command (AMCOM), AMSAM-MMC-RE-FF, or HeadquartersDA, Department of Army Logistics Organization (DALO), or an AMCOM

electronic message; such as, Safety of Flight (SOF), Aviation Safety

Action Message (ASAM), or Maintenance Information Message (MIM), nodeviation from DA Pamphlet 738-751 is authorized.

l-6. Computer Generated Records. Authorized computer-generated formswill normally have an "E" suffix added to the basic Army form number."E" forms are considered the same as the basic (manual) form.Therefore, the same procedures stated in DA Pamphlet 738-751 will

apply. An authorized exception between the manual and automatedrecord keeping will be the 'Status Symbol.' On computer generated

records ("E" forms) the 'Status Symbol' is BLACK; on manual records itwill be RED or BLACK.

l-7. Responsibilities. It is the responsibility of each Commander,at every level of management, to ensure full compliance with the

standards prescribed in this manual.

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SECTION II

AIRCRAFT PREVENTIVE MAINTENANCE SYSTEM

2-1. General.

a. The aircraft preventive maintenance inspection system consistsof a series of recurring inspections, checks, and services. Thesystem is designed to provide a systematic examination of aircraft and

aviation associated equipment during the item's life cycle. It

provides for scheduled inspections, checks, services, and maintenance

actions required by certain situations, conditions, or incidents at a

predetermined interval. Required inspections and maintenance actions

are normally listed in Chapter 1 of the appropriate - 2 3 TMs, publishedin TBs, SOF messages, ASAMs or MIMs.

b. It is the Commander's responsibility to emphasize the importance

of proper maintenance and ensure that all maintenance actions areaccomplished per the proper maintenance publications. Specific

preventive maintenance requirements for various aviation-associated

equipment (such as, avionics and weapon systems) are published inseparate technical publications for each system. Preventivemaintenance on aviation-associated equipment will be scheduled and

completed together with aircraft maintenance inspections to lessen

downtime and increase available flying hours and resources.

C . The variety of aircraft in the Army inventory has resulted in

several different inspection methods being used. These methods

include Phase Maintenance (PM), Progressive Phase Maintenance (PPM),

Combat Phase Maintenance (CPM), Periodic (PE) and Combat Periodic

(CPE) inspections. No matter what the name of the method is, theinspections are all part of The Aviation Preventive Maintenance

Program. The preventive maintenance program includes instructions forinspecting aircraft, and processing aircraft that have been damageddue to environment, weather, or accident/incident. All inspections,

checks, services, and related maintenance actions must be documented

manually on the appropriate forms and records, or electronically

(ULLS-A, ELAS, or LAS) per DA Pamphlet 738-751.

d. Items designated as managed components/parts are listed in

TB l-1500-341-01, Aircraft Components Requiring Management and

Historical Data Reports, for units using manual forms and records, and

for ULLS-A user's in the ULLS-A Component Legitimate Code File. It is

extremely important that the requirements of TB l-1500-341-01 and theULLS-A Component Legitimate Code File are fully complied with by all

personnel when dealing with managed components and parts.

e . The Commander is authorized to increase the scope and frequency

of any maintenance action when an aircraft or aviation-associated item

is subjected to unusual situations; such as, adverse environmental or

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weather conditions, mission type, periods of extended inactivity, orflight crew and/or maintenance personnel experience level.

f. Under no circumstance should the operating hours on an airframebe zeroed or adjusted as a result of a basic overhaul, or depot level

airframe modification. AMCOM may direct that the original airframe

hours be zeroed when an aircraft undergoes extensive depot level work,which results in a major configuration change that includes theassignment of a new airframe serial number. Annotate the DA Form2408-15, Historical Record For Aircraft, with the old airframe serial

number and airframe hours logged against that serial number, and

submit two DA Form 241Os, copy 3 showing an "M" loss for the oldserial number and a copy 2 showing an "S" gain for the new serialnumber.

NOTE

The variety of aircraft types, combined with severaldistinctly different inspection methods and an assortment ofinspection checklists, may cause confusion as to the properprocedure to use when documenting an inspection and related

faults or requirements. In the event that any checklist,regardless of the date the checklist was published, the

requirements of DA Pamphlet 738-751 and any related AMCOM

electronic message dated later then the DA Pamphlet 738-751,

will take precedence.

2-2. Flights and Maintenance Inspections under OperationalEmergencies. Required inspection and maintenance action intervals

will not be exceeded except when an actual operational emergencyexists. Operational emergencies are combat, weather, environmental,or other conditions, which would require flight to evacuate aircraft,personnel, or essential equipment. Commanders are authorized topostpone essential maintenance actions during emergency conditions.

Since safety can be jeopardized when inspections or maintenance

actions are delayed, each emergency operational extension must beevaluated, on a case by case basis. When an aircraft is operatedbeyond the scheduled inspection or component replacement due time

under an emergency condition, a "Circled Red/Black X" status symboland an appropriate statement, must be entered on DA Form 2408-13-1(-E)

per DA Pamphlet 738-751. The Commander must ensure that the aircraft

status symbol is changed to a Red/Black "X" immediately upontermination of the emergency. UNDER NO CIRCUMSTANCE will any type oftraining or evaluation exercise be considered an emergency.

2-3. Evacuation of Grounded Aircraft. Commanders may determine it

necessary to evacuate an aircraft that is on a Red/Black "X" status.The "one time evacuation mission" clearance provision stated in DA

Pamphlet 738-751 will be followed.

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2-4. Scheduled Preventive and Phase Maintenance Inspections.

a. These inspections are due at predetermined flying hour orcalendar intervals. They provide for systematic examination of theaircraft, and associated equipment at specified intervals during theirservice life. The intervals for scheduled maintenance inspections are

published in the applicable aircraft maintenance TM or phasemaintenance checklist. Planning and scheduling will be used tomaximize use of available flying hours and make sure the inspection

intervals are not exceeded.

b. Most TMs for standard aircraft (aircraft identified in AR700-138) include a series of preventive maintenance checklists. Thechecklists assist maintenance personnel by organizing required tasks

in an easy to follow sequence. The checklist is an extension of theaircraft -23 TM. If a checklist has not been developed for a specifictype or model aircraft, the inspection and servicing instructions areincluded in the -23 TM.

C . Aircraft that are classified as non-standard aircraft (aircraft

not identified in AR 700-138) will be inspected and maintained as

follows:

(1) Standard aircraft that have been reclassified to non-standard

will be inspected and maintained using the original TMs andmaintenance procedures.

(2) Aircraft gained from other United States military services(Air Force, Navy, or Marines) will be inspected and maintained usingthe manuals and methods of the other military service.

(3) Aircraft that are "civilian in nature," extensively modified,or in development evaluation, seldom have established militarymaintenance procedures. These aircraft will be inspected and

maintained using the manufacturer's maintenance instructions andmanuals. All actions shall be documented per DA Pamphlet 738-751,unless specifically directed by AMCOM to be documented per Federal

Aviation Regulations (FAR), and Federal Aviation Administration (FAA)policies.

2-5. Phase Maintenance Inspection Method.

a. This system includes two inspection elements, the Phase

Maintenance Inspection (PM) and a Preventive Maintenance Daily (PMD)or a Preventive Maintenance Service (PMS). It provides a methodical

examination of the aircraft and associated equipment. Requirements

for these inspections are in the applicable PMD, PMS and PM inspection

checklists.

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b. The PMD and PMS are visual inspections that include some

operational checks. The aircraft and associated equipment is checkedto ensure satisfactory performance during the interval between phase

inspections. Disassembly of components is not required unless majorfaults are found, but removal of screens, panels, and inspection

plates may be required to complete the inspection.

(1) PMD Inspection. Inspection required after the last flight ofthe mission day or before the first flight of the next mission day.

Flights/missions extending beyond 24 hours from the first take off of

the mission, that calls for intermediate stops, loading/unloading,servicing, and so on does not require a new PMD inspection to completethe mission. The PMD is due at first engine shutdown or crew changeafter passing the 24-hour mark from the first take off of the mission.

Refer to the individual aircraft PMD checklist for specific PMDrequirements.

(2) PMS Inspection. The PMS is similar to a PMD inspection withthe primary difference being when it is due. Usually a PMS is due

every 10 flying hours or 14 days, which ever occurs first; however,

the interval may vary depending on the type of aircraft. This type of

inspection is considered a recurring inspection and must be listed onthe aircraft DA Form 2408-18. The tolerance window stated inparagraph 2-10shall not be used to extend the PMS inspectioninterval. Several PMS checklists state that when the forecasted flyinghours for a mission, is greater than the number of hours remaininguntil the PMS is due, the inspection must be completed before the

start of the mission; however, some checklists permit an extension of

the due time. Deliberate over-flights of the PMS due time shall beavoided, any extension or deferment of the PMS could be inherently

dangerous. Unless specifically authorized in the applicable PMSchecklist, or approved by the Commander under the provisions inparagraph 2-2or 2-3, over-flight of the PMS inspection interval isprohibited.

C . Phase Maintenance Inspection. The PM inspection is a thorough

and searching examination of the aircraft and associated equipment.

Removals of access plates, panels, screens, and some partial

disassembly of the aircraft is required to complete the inspection.

PM inspections are due after an appointed number of flying hours or

calendar interval from the completion of the last PM inspection. PM

inspection cycle numbers and requirements are listed in the applicable

aircraft PM checklist. Requirements may vary depending on the PM

inspection cycle number. PM inspections are numbered consecutively

within a cyclic system. When the last inspection in the cycle iscompleted, the numbering system restarts with the next inspection due

being number one. For example; aircraft that have a four inspection

cycle, the phase inspections will be number 1, 2, 3, 4 (end of firstcycle); restart, perform inspection number 1, 2, 3, 4 (end of second

cycle), and so on. PM inspections must be completed in sequence. If

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an aircraft is subjected to a depot level overhaul, before the end of

a cycle, the sequence number will be reset to number one. Thesequence number will not be reset when only depot level repairs are

done. Depot level repairs must not be confused with depot overhaul.

A PM inspection is complete when all maintenance and inspection

requirements have been completed.

2-6. Progressive Phase Maintenance (PPM) Method.

a. This inspection method resembles the PM method; however, it is a

separate inspection method that must not be confused with the PM

method. This inspection method currently applies only to the OH-58Dand OH-58D(I) helicopters. The PPM inspection method consists of twointerrelated parts. Part I is a series of separate progressiveinspection checklists that become due after a designated number of

flying hours. Part II consists of a PMS type inspection that isrequired after a designated number of flying hours, or expiration of a

number of calendar days (whichever comes first).The PMS requirementsare performed between progressive phase inspection intervals and are

also included as a part of each PPM element. The unique nature ofthis inspection method provides the greatest mission flexibility;

however, the requirements stated in the PPM checklist must be followed

as written.

b. Part I of the PPM inspection method is a series of progressive

inspection checklists that are sequentially numbered and must be

performed in sequence. Inspections are due after an appointed numberof flying hours. Each progressive inspection due time is figured fromthe start of the progressive inspection cycle, not from the completionof the last PPM. If an inspection is completed early or late it does

not effect the scheduling of the remaining inspections in the cycle.For example, if there are 15 inspections per cycle, and the intervalbetween inspections is 40 flying hours, and the current cycle started

when the aircraft had 1380 hours, the first progressive inspection isdue at 1420 hours, the second at 1460 hours, the third at 1500 hours,and so forth. If the second progressive inspection was completed at1455 hours, the third progressive inspection is still due at 1500

hours. This method is unusual in that when a progressive inspection

comes due the aircraft is not taken out of service, instead it is

allowed to continue in use with the checklist requirements being

performed when the aircraft is available. The checklist requirements

may be performed all at one time, or spread out over a period time

until the next progressive inspection is due. For example, if the

progressive inspection interval is 40 hours, with the next progressiveinspection being due at 1320 hours, and the PPM checklist authorizes

the PPM element to be started up to 4 hours early (as early as 1316aircraft hours), all tasks listed in the PPM element and the PMS

checklist must be completed no later then 1360 aircraft hours (a

window of 44 hours). If the PPM inspection element is not completed

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before the next scheduled PPM (1360 in the example above), the

aircraft must be placed in a Red/Black "X" status until all requiredactions have been completed.

C . Part II of the PPM inspection method is considered a preventive

maintenance service. The PPM-PMS checklist has a dual purpose. First

it details the requirements of the PPM-PMS inspection that must beperformed after an appointed number of flying hours or calendar days.

Second, it reduces the overall size of the PPM manual by listing itemsthat are common to all PPM elements. The appointed number of flyinghours or calendar days between PPM-PMS inspections is stated in the

PPM manual. It is necessary that the PPM-PMS inspections be completedat regular intervals. However, if the forecasted flying hours for amission are greater than the number of hours remaining until the next

PPM-PMS inspection, the inspection should be completed before thestart of the mission. The PPM-PMS inspection should not be overflown

except, for the conditions stated in paragraphs 2-2 and 2-3.

2-7. Periodic/PMS Inspection Method. Currently only "H-60" seriesaircraft use the Periodic (PE) type inspection method. Under this

system, two inspection elements are used. These elements are referredto as PMS-1, an hour/calendar PMD type inspection, and PMS-2, aperiodic inspection. The two elements provide a systematic

examination of the aircraft and associated equipment. The primedifference between a Phase Inspection and a Periodic Inspection is

that the inspection requirements under the periodic are always the

same. The Phase Inspection Method also uses the acronym PMS to refer

to some of its elements; however, the Periodic/PMS and PPM-PMS

inspection methods are distinctly different and must not beintermixed. Requirements listed in PMS checklists 1 and 2, are

defined as follows:

a. The PMS-1 (lo-hours/l4 day) is like the PMD inspection, theprimary difference being when it is due. The inspection is to be

completed after 10 flying hours or 14 days whichever comes first.

This is a visual inspection that may require some limited operational

checks. The disassembly of components is not required; but some

screens, panels, or inspection plates may need to be removed. ThePMS-1 inspection is considered a recurring inspection that must be

listed on the aircraft DA Form 2408-18; however, the tolerance window

stated in paragraph 2-10 is not authorized. If there are an

insufficient number of flying hours available to complete a scheduled

flight, the current H-60 series PMS-1 checklist allows for an

extension of the due time, however, flight operations may exceed theauthorized extension only under the conditions stated in paragraph 2-2

and 2-3. Deliberate over flights of the inspection interval for thepurpose of utilizing the PMS-1 extension is prohibited. If the 14-dayinspection comes due before the hourly requirement, the PMS-1 must be

completed before the first flight of the mission day.

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b. The PMS-2 inspection is a thorough and searching examination ofthe aircraft and associated equipment. During the PMS-2 inspectionaccess plates, panels, and screens are removed and some partialdisassembly of the aircraft will be required. Requirements under thePhase Method often vary between the phase elements. PMS-2 inspectionsare due after a designated number of flying hours since new or the

completion of the last periodic inspection. The PMS-2 inspectionsmust be accomplished when due and may be overflown only under the

conditions stated in paragraph 2-2and 2-3.

2-8. Combat Phase Maintenance (CPM) or Combat Periodic (CPE)

Inspection. The CPM/CPE is an abbreviated PM/PE inspection that isused only under combat or extreme emergency conditions. When theCommander authorizes a CPM/CPE in place of a standard PM/PEinspection, only selected items that are identified in the aircraftPM/PE checklist are used; therefore, the following conditions willapply:

a. CPM/CPE inspections must be accomplished when due and must notbe overflown except for the conditions stated in paragraphs 2-2 and

2-3.

b. Items annotated by the letter "C" in the respective PM/PEChecklist, along with any special inspection requirements listed on DAForm 2408-18 (Equipment Inspection Record), will be considered as the

minimum mandatory CPM/CPE requirements.C . Under no circumstance will the CPM/CPE requirements be used for

consecutive inspection. After the completion of a CPM/CPE inspection,the next sequence numbered standard phase, or periodic inspection must

be performed, at the interval stipulated in the PM/PE checklist.d. CPM inspections will not use a sequence number. The next PM

will follow the normal sequence number. For example, if phase number2 was the last phase completed, then the CPM was performed, the next

phase due will still be number 3.

2-9. Recurring Special Inspections. Besides the requirements listedin the preventive maintenance program, most aircraft are subject to

recurring special inspections. These inspections or maintenance

actions occur at intervals that are not usually compatible with other

scheduled preventive maintenance inspections. The special recurring

inspection requirements for aircraft are normally listed in Chapter 1,of the applicable aircraft -23 maintenance manual. Special recurring

inspection requirements for aviation associated equipment (such as,

weapons, engines, etc.) are normally listed in the associated

equipment TMs. All special inspections are an important part of thepreventive maintenance program. Methods used to schedule the

different types of special recurring inspections are:

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a. Flight hour based requirements. Inspections that are due afteran appointed number of flight hours. For example, filter replacement,re-torque, or oil samples.

b. Calendar based requirements. Inspections that are due after theexpiration of days, months, or years. For example, a fire

extinguisher weight check, or aircraft inventory inspection.

C . Combined calendar and flight hour requirements. Inspectionsthat have dual criteria flight hours and/or calendar time.

Inspections are due at the next flight hour or calendar time,

whichever comes first. For example; the UH-1H requires a batterycheck every 25-flight hours or every 3 0 days, whichever occurs first.

d. Rounds fired, cycles, starts, or HSF. Inspections that are dueafter an appointed number of rounds fired (weapons), cycles operated(landing gear, fixed wing), engine starts or Hot Section Factor (HSF)counts (OH-58D helicopter).

e . APU hours or APU starts. Inspections that are due after anappointed number of APU operating hours or APU starts.

2-10. Scheduling o f Recurring Special Inspections. Recurring specialinspections may be accomplished within a window of plus or minus 10

percent of the inspection interval, not to exceed five flight hours or30 calendar days, unless otherwise stipulated in the individual

aircraft or system TM. The importance of accomplishing and

documenting recurring special inspections and maintenance actions when

they are due is critical.

NOTE

The tolerance window will not be used to adjust the due time

of any Phase/Periodic or any type of PMS inspection.

a. Tolerance window for flying hour based special inspections:

(1) The tolerance window for flying hour special inspections withan interval of less than 50 hours is obtained by multiplying the hours

in the inspection interval by 10 per cent. For example, the tolerance

for an inspection with a 25 hour interval would be 2.5 hours (25 X 10%

= 2.5). Therefore, if the inspection is due at 1472.7 aircraft hoursthe tolerance window starts at 1470.2 hours and ends at 1475.2 hours.

If the inspection is completed anywhere in that hour range (1470.2 --

1475.2) the next inspection due time will be 1497.7 (1472.7 + 25 =

1497.7) aircraft hours.

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(2) The tolerance window for flying hour inspections with aninterval of 50 hours or more is 5 hours. For example, if aninspection has an interval of 75 hours and is due at 1609.4 aircraft

hours the tolerance window starts at 1604.4 hours and ends at 1614.4

hours. If the inspection is completed anywhere in that hour range(1604.4 -- 1614.4) the next inspection due time will be 1684.4 (1609.4

+ 75 = 1684.4) aircraft hours.

(3) Flying hour special inspections completed outside of thetolerance window are out of scheduled sequence for that specific

period. If the inspection is completed outside of the tolerancewindow the next inspection due time will be obtained by adding the

inspection interval to the hours on the aircraft when the inspection

was completed. For example, if an inspection with a 50-flight hourinterval is due at 1306.4 (tolerance window of 1301.4 to 1311.4 hours)

and the inspection is completed at 1299.9, the next inspection duetime will be 1349.9 (1299.9 + 50 = 1349.9) aircraft hours.

b. Tolerance window for calendar based special inspections

(inspection due dates entered in block 8 of a DA Form 2408-18 must

include the day, month and year for all calendar inspections):

(1) The tolerance window for inspections with an interval of less

than 12 months (300 days) is obtained by multiplying the number of

days in the inspection interval by 10 per cent. For example, the

tolerance for a six-month interval would be plus or minus 18 days (180days X 10% = 18). Therefore, if the inspection due date is 31 January1999 the tolerance window starts on 13 January 1999 and ends 18

February 1999. If the inspection is completed anywhere in that timeframe (13 Jan -- 18 Feb) the next inspection due date will be 31 July

1999.

(2) The tolerance window for inspections with an interval of 12

months or more (over 300 days) is 30 days. For example, an inspectionwith an interval of 12 months and is due on 6 February 1999 the

tolerance window starts on 7 January 1999 and ends 8 March 1999. If

the inspection is completed anywhere in that time frame (7 Jan -- 8

Mar) the next inspection due date will be 6 February 2000.

(3) Calendar inspections completed outside of the tolerancewindow are out of scheduled sequence for that specific period. If theinspection is completed outside of the tolerance window the next

inspection due date is obtained by adding the inspection interval to

the date the inspection was completed. For example, if an inspection

with a six-month interval is due on 31 January 1999 (tolerance windowof 13 Jan to 18 Feb) and the inspection is completed 11 January 1999,

the next inspection due date will be 11 July 1999.

Tolerance window for special inspections on a dual criteria

(flying hours/calendar time). The same guidelines apply wheninspections, checks, or services, are scheduled using the dual

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criteria method. For example, an AH-64 main rotor P/C link inspectionis due every 14 days or 10 flight hours, if the aircraft had 1709

hours when the last inspection was completed on 22 May 1997 the next

inspection is due at 1719 hours or on 5 June 1997, whichever comes

first. Using the plus or minus 10 percent tolerance window not to

exceed 5 hours or 30 days, the next inspection is due between 4 June

and 6 June 1997 or between 1718 and 1720 aircraft hours, whichevercomes first. When developing the due time/date of the next inspectioneach side of the dual requirement is computed separately by using the

appropriate instructions in paragraph 2-10.a. and 2-10.b. If oneelement of the dual criteria inspection is within a tolerance window

the rules for tolerance windows only effect that element. The sidenot in the tolerance window is computed by adding the inspection

frequency to the current hours or date.

2-11. Non-recurring Special Inspections. The -23 TM for all standardaircraft contains special instructions for aircraft that have been

subjected to an unusual event. These inspections are non-recurring

special inspections and are contingent upon certain conditions orincidents. For example; aircraft flown in the rain, subjected to saltwater spray, struck by lightning, hard landing, sudden stop/reduction,overspeed, or any type of accident/incident. All non-recurringspecial inspections must be accomplished before the next flight.

2-12. Preflight Inspection. The preflight inspection is a

combination of flight preparedness checks and inspections accomplishes

before a flight. The preflight will be completed per the operator'smanual (TM-lo) and operators and crew members checklist (TM-CL). Thepreflight also includes a review of the aircraft logbook forms and

records per DA Pamphlet 738-751. The review is to determine theaircraft status, to ensure that the symbol in the status block of the

DA Form 2408-13 shows the current condition of the aircraft, that no

inspections or checks are overdue, and the aircraft is safe to fly.

2-13. Thru-flight Inspection. The thru-flight inspection is a

combination of flight preparedness checks and inspections. They are

accomplished between flights when a turnaround mission or acontinuation flight is scheduled during a mission day. Thru-flight

inspections will be completed per the TM-10 and TM-CL. The inspection

must include a review of aircraft forms and records per DA Pamphlet

738-751.

2-14. Post-flight Inspection. The post-flight is an inspection that

is completed after the last flight of a mission day. This inspection

is used to discover problems that may have developed during flight.

Post-flight inspections will be completed per the TM-10 and TM-CL.

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After flight when the pilot records any faults and/or remarks on DA

Form 2408-13-1, the pilot's signature certifies that the preflight,thru-flight, and post-flight inspections have been properly

completed.

2-15. Acceptance Inspection. The gaining unit or activityaccomplishes acceptance inspections. The inspection is performed

before receipt of or as soon as possible after the aircraft arrives

on station from the manufacturer, overhaul facility, or other

unit/activity. The inspection will include a thorough technical

inspection of the aircraft, systems, and associated equipment.

Access plates, panels, and screens will be removed, as necessary, to

accomplish this inspection. The aircraft publication file, forms and

records, and an inventory check (DA Form 2408-17) of propertyassigned to the aircraft are part of the acceptance inspection. When

conditions warrant, a deficiency report will be submitted per DAPamphlet 738-751.

2-16. Inspection of Aircraft in Storage. Aircraft in storage willbe inspected per the requirements listed in the applicable aircraft

maintenance manuals.

2-17. Transfer Inspection. The transfer inspection is performed by

the organization that is losing the aircraft per the instruction in

Section XII, (Standards of Serviceability) of this TM. Thetransferring organization will furnish proof that all equipment

identified on the master inventory list is accounted for and

documented on DA Form 2408-17, Aircraft Inventory Record, and all

forms and records are complete and accurate per DA Pamphlet 738-751.

When conditions warrant, the Commander having jurisdiction over both

the transferring and receiving organizations may authorize the

transfer without accomplishment of the transfer inspection. However,

proof that all equipment is accounted for and all forms and records

are complete and accurate is required.

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MAINTENANCE TEST FLIGHTS AND OPERATIONAL CHECKS

3-l. Definition. For the purpose of this section, the following

SECTION III

definitions will apply:

a. Maintenance Test Flight. A flight for which the primary

purpose is to determine the airworthiness of the aircraft. That the

airframe, flight controls, power plant, systems accessories and items

of equipment are functioning according to predetermined

specifications during flight.

b. Removed and reinstalled. Removing a component from an aircraft

to aid maintenance and installing the same component back on the same

aircraft, in the same location.

C . Replaced. Removing a component from an aircraft and installing

a different component in its place.

d. Adjusted. Changes made to fit regulation specifications, or

any adjustment, correction or modification that affects the

performance of the component.

e. Thrust/Weight Bearing. Components attached to the airframe

used to physically lift the aircraft or provide thrust to rotate the

aircraft; for example, the forward transmission for the CH-47D, orthe 90 degree gear box on the UH-1H.

3-2. General. Maintenance test flights are classified as General TestFlights and Limited Test Flights.

WARNING

Anytime a flight control component is removed and rein-

stalled, ensure that the adjustable settings were not dis-turbed and that the component is reinstalled in the same

configuration as when removed. If the component, was replaced

ensure that all rigging checks per the applicable technicalmanual are completed.

NOTE

Conduct a test flight anytime an aircraft system or component

has been disturbed and is not covered in this paragraph,or if there is any doubt about the airworthiness of theaircraft.

Change 1 3-l

f. Functional Flight Test. A check made by any rated aviator on equip-ment that does not compromise safety of flight. Functional flight checks may be

used for equipment/systems components replacement/repair that does not deem thethe aircraft unsafe for flight, challenge the airworthiness of the aircraft, or forcomponent troubleshooting that does not require a test flight IAW the requirementsfound in this manual or applicable aircraft specific maintenance manuals.

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a. General Test Flight. A detailed flight to test theairworthiness of the entire aircraft and prove all systems/componentsare functioning as prescribed in applicable aircraft maintenance

manuals. A General Test Flight is required when any of the followingconditions occur.

(1) After a Periodic/Phase Maintenance or FAA equivalentinspection has been performed. When aircraft are maintained using

the PPM inspection method, perform a general test flight when

required by the applicable PPM checklist.

(2) When an aircraft is removed from "intermediate" storage.

(3) After an aircraft overhaul/modernization program, or major

disassembly and reassembly of the aircraft.

(4) When accepting new aircraft into the Army inventory. Thesenior government representative (military or civilian) assigned to

the factory is responsible for acceptance and airworthiness of the

aircraft. They will make sure that all forms and records arecomplete and accurate per DA Pamphlet 738-751.

(5) Acceptances of an aircraft into the Army inventory after aperiod of bailment, loan or lease.

NOTE:

If the rotor blades were removed and reinstalled, to

facilitate shipment of the aircraft per the instructions

in the applicable shipping TM, the determination to

perform a test flight will be at the discretion of the

Unit Commander.

(6) When the Unit Commander or Maintenance Officer determines

that a general test flight is necessary to ensure the airworthiness

of the aircraft.

b. Limited Test Flight. A limited test flight evaluates the

operation of specific items or systems. Only the applicable

maneuvers or portions of the Maintenance Test Flight (MTF) manual

required to verify satisfactory functioning of the item or system

need to be completed. Unless specifically exempted by the

appropriate technical manual, a limited test flight will be mandatory

under the following conditions:

(1) When required by an applicable aircraft maintenance manual,

.MWO, TB or other AMCOM directive. In case of a conflict of testflight requirements, all MWOs,TBs, or any AMCOM directed procedures,with a later date then the particular aircraft TM, will take

precedence over exceptions granted by the particular aircraft

technical manual.

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(2) When a propeller, propeller blade, or propeller governor has

been replaced, removed and reinstalled, and when high revolutions per

minute (RPM) settings, or blade angle has been reset or adjusted.

(3) When helicopter main or tail rotor systems or any assembly,

component or part of these systems have been removed and reinstalled,

replaced, repaired, or adjusted.

(4) When helicopter power train components, which are

thrust/weight bearing, have been replaced, or removed and

reinstalled.

(5) When adjustable flight control surfaces have been replaced

or adjusted.

(6) When primary flight control actuators, flight control

linkage or cables have been replaced or adjusted.

(7) When a fixed flight control surface on fixed wing aircraft

has been replaced or adjusted.

(8) When an engine has been replaced, removed and reinstalled,

realigned, or rigged. Adjustments to interstage airbleed systems oractuators that do not normally move while the aircraft is flying will

require an MOC, the need to perform a test flight will be at the

discretion of the Maintenance Officer.

(9) When a major subassembly of an engine; such as, any fuel

metering device, complete section of a turbine engine or turbine

blades have been replaced or removed and reinstalled on a single

engine aircraft or on both engines for a multi-engine aircraft.

Maintenance Test Flights are recommended, but not mandatory, when

engine subassemblies are disturbed/changed on one engine of a multi-engine aircraft and a MOC throughout the engine power range has been

performed satisfactorily.

(10) When any installed electronic flight control equipment;

such as, autopilot components, Stability Control Augmentation Systems

(SCAS), electronic sensors, and other equipment which can affect

flight characteristics or performance has been replaced, removed and

reinstalled, or adjusted.

(11) When a major repair or modification has been performed on

the basic structure of the aircraft, and as required by a MWO/TB.(12) When a MOC fails to simulate the conditions under which the

system is operated.

(13) When the Unit Commander or Maintenance Officer determines

that a limited test flight is necessary to be sure of the aircraft's

airworthiness.

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(14) A limited test flight may be required to verify orduplicate and determine cause/corrective action for an in-flight

fault that cannot be resolved through troubleshooting procedures,

visual, and/or an MOC.

C . Not all maintenance functions require a test flight. Normally

the following conditions do not require a test flight.

(1) When a nonadjustable secondary or redundant flight control,

flight control surface, or component has been replaced or removed and

reinstalled and it requires no rigging or adjustment by the

applicable aircraft maintenance manual.

(2) The reinstallation of any adjustable flight controlcomponent or item except main or tail rotor blades within the flight

control system in the same location on the same aircraft; providing,

that no adjustable linkage or settings have been disturbed.

(3) When hardware (bolts, nuts, washers) have been removed,

reinstalled, or replaced in the flight control linkage, with noadjustment required (all aircraft).

(4) The replacement or reinstallation of driveshafts or hanger

bearings.

(5) When a "setscrew" adjustment of the high (takeoff) RPMsetting is made on one engine of a multi-engine fixed wing aircraft.

However, a static propeller run-up to the point of prop governor

"catch" and a high-speed taxi check to the point of takeoff aremandatory.

(6) When the engine low idle adjustment is made and a ground

engine run is performed.

(7) Removal and replacement of inspection plates, cover screens,

or fairings, for the purpose of gaining access to an area in order toaccomplish an inspection does not constitute the need to conduct a

test flight. When required, a technical inspection and MOC will be

completed.

3-3. Maintenance Test Flight Accomplishment. To be sure that test

flights are properly conducted, only aviators that are Aircraft

Maintenance Test Flight Course graduates, or have qualified as stated

below, will be selected to perform maintenance test flights. All

pilots must meet the requirements of AR 95-1, Flight Regulations,before being appointed by the Unit Commander as "Maintenance Test

Pilots" for a specific mission, type design, and series aircraft.

Maintenance test flights will be accomplished with assistance asnecessary from the most proficient flight crew available; such as,

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copilot, technical inspectors, and observers. Aviators who are notgraduates of the Aircraft Maintenance Test Flight course may be

appointed as Maintenance Test Pilots upon completion of an evaluation

administered per AR 95-l.

NOTEAirplanes being flight checked for autopilot systems may

depart under Instrument Flight Rule (IFR) conditions but

must accomplish the checks under Visual Meteorological

Conditions (VMC).

a. Maintenance test flights will be conducted with a minimum

flight crew as prescribed in the applicable aircraft Operator's

Manual (-10). Maintenance test flights must be performed within all

operational limits and restrictions prescribed in the applicable -10

manual. Cargo and nonessential passengers are prohibited on all

maintenance test flights.

(1) Only aviators that have completed all the requirements

stated in AR 95-1 shall accomplish rotary wing maintenance test

flights.

(2) Aviators conducting maintenance test flights in fixed wing

aircraft must be on orders designated by the Unit Commander as

"Maintenance Test Pilot" for a specific mission, type, design and

series aircraft per AR 95-l.

(3) When the Army has accepted the risk of loss or damage, andthe Army does not perform a follow-up MTF/acceptance flight (factorynew or overhaul production) contractors or other agencies conductingMTFs will have received an evaluation from a unit/monitoring agency.

b. Maintenance test flights will normally be conducted under

Visual Flight Rule (VFR) conditions during daylight hours.

C . The Commander of a unit to which the aircraft is assigned, or a

Commander of a unit performing maintenance on a transient aircraft

may determine the need for a maintenance test flight during

conditions other than day VFR. The Commander is authorized to

approve such flights on a case-by-case basis under the following

conditions:

(1) During hours of darkness, if the aircraft is equipped fornight flight.

(2) Under a combination of VFR, IFR, and VFR-on-TOP conditions,

if the aircraft is equipped for instrument flight. When necessary

the following will apply:

(a) The IFR equipment must be operational.

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(b) The failure or malfunction of the component or system to

be checked will not affect IFR operation of the aircraft.

(c) The test pilot will begin the maintenance test flight

under VFR conditions. If the aircraft is operating properly under

VFR conditions, the test pilot may proceed IFR and penetrate the

cloud cover to VFR-on-Top and accomplish the altitude phase tocomplete the maintenance test flight.

(3) A standing authorization to waiver the case-by-case

requirements stated above, may be granted by MACOMs only underextenuating circumstances where excessive delays would seriously

effect combat potential or the availability of sufficient numbers of

aircraft to meet a continuous operational requirement; for example,pilot training schools.

d. Maintenance test flight duration will be sufficient to complete

a functional check of all item(s) being tested to make sure the

aircraft is airworthy and capable of mission accomplishment.

e . After each maintenance test flight, a thorough post-flight

inspection will be performed, to make sure that any deficiencies or

faults that developed as a result of the test flight are detected.

All red/black "X" deficiencies detected must be corrected before theaircraft is released for flight. Less serious faults will not

prevent the aircraft from being released for flight.

f. Accomplishment of maintenance test flights will be recorded per

DA Pamphlet 738-751.

3-4. Maintenance Test Flight Check Sheets.

a. Maintenance test flight check sheets, prescribing the sequence

of checks and test flight inspection items, are contained in the

inspection requirement section of applicable Aircraft Maintenance

Test Flight and/or Phase/Periodic Maintenance Manual.

b. DA approved Maintenance Test Flight Check Sheets will be

reproduced locally and used during all test flights to record

aircraft performance.

C . When the test flight is completed, the check sheets will be

attached to and become a part of the DA Form 2408-13-l. Page numbers

for the test flight check sheets are not needed. This will not have

any effect on the numbering of the flight pack.

3-5. Recording Maintenance Test Flights.

a. All maintenance test flights will be recorded on DA Form

2408-13-l per DA Pamphlet 738-751.

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b. Document faults or deficiencies discovered during a maintenance

test flight per DA Pamphlet 738-751. The original maintenance test

flight entry will be used for additional maintenance test flights

when more testing is needed.

C . All flying hours accumulated during a test flight must be

documented, and will be charged against component time changereplacement and inspection/servicing schedules. When a test flightis needed to complete a Phase/Periodic Inspection or Progressive

Phase Element, ALL TEST FLIGHT TIME is charged to the interval of thenext inspection.

WARNING

Whenever a MOC requires the main engine(s) to be started

and rotors turning, a qualified minimum crew required for

flight, as specified in the appropriate operator's manual,shall be at their proper station(s) and manning the flight

controls.

3-6. Maintenance Operational Check Requirements. A MOC consists of

checks accomplished on the ground through engine run-up, aircraft

taxiing, or use of auxiliary power or test equipment, to simulateconditions under which the system is to operate. MOCs are to helpensure that aircraft systems, associated equipment and/or components

that have been disturbed or replaced during an inspection or

maintenance action are repaired, re-assembled, or adjusted

satisfactorily. MOCs that require engine run-up to check systems orcomponent operation must be performed by qualified personnel, who are

current, in the specific mission, type, design and series aircraft

per AR 95-l.

3-7. Maintenance Operational Check Accomplishment. When satisfiedwith the functional operation of the aircraft, system or component,

the accomplishment of the MOC will be documented on appropriate forms

and records per DA Pamphlet 738-751.

a. MOCs that require the reading and interpretation of anyaircraft instrument or engine/flight control response while the

engine(s) are running, will be signed off by the operator.

b. MOCs that require engine run-up to check the operation of non-cockpit related items; such as fluid leaks, chaffing or sparking,

will be signed off by the person that verified proper operation of

the item or system.

C . The person that accomplished the MOC will sign off a MOC that

does not require an engine run-up.

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d. Minor maintenance actions; such as, changing light bulbs,

making radio checks, and changing common hardware (not in flight

controls), that do not require a separate DA Form 2408-13-l entry forthe MOC, will be signed off by the person that accomplished themaintenance action.

e. In the event of a conflict as to whom is responsible forsigning off an MOC, the Unit Maintenance Officer will designate who

will sign off the action.

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SECTION IV

AIRCRAFT COMPONENT REPLACEMENT AND REUSE PROCEDURES

4-l. Definitions. For the purpose of this section, the following

definitions will apply:

a. Maximum Allowable Operating Time (MAOT) . An interval expressed

in hours, cycles, starts, or calendar time (days, months, years)established as the maximum finite life usage for an item. When an

item reaches its assigned MAOT it must be removed from service and

processed per the instructions in Section IX of this manual.

b. Time Between Overhaul (TBO). The established maximum usage

interval since new or overhaul, that a time change (TC) item may be

operated before it must be removed from service and returned to a

depot level facility for a thorough check and to be restored to good

working order.

C . Retirement Change (RC) Item. An item that has a safe maximum

allowable operating time since new (often referred to as a MAOT),

that it may be used. All objects coded "RC" are finite life items;therefore, at the expiration of the assigned MAOT these items must beremoved from service, mutilated, and processed per Section IX of this

manual.

d. Time Change (TC) Item. An item that has a safe maximum

allowable operating time between overhaul because of safety and

design limitations. The item must be replaced with a fully

serviceable item after the expiration of the specified operating time

interval. These items are not classified as condition change items.

e . Condition Change (CC) Item. An item that is changed or

repaired on an "as-needed" basis.

f. Thorough Inspection. A comprehensive visual examination and

evaluation of an item with established standards and specifications.

Performed when necessary to prove serviceability or to determine the

extent of damage/deterioration. Disassembly will be kept to the

minimum.

cl* Part. An item that can not normally be disassembled orrepaired. The design is such that disassembly or repair is

impractical; for example, bolts, brackets, gears or bearings.

h. Component. A combination of parts mounted together during

manufacture, which will be replaced, repaired, or tested as one unit;

for example, transmissions, starters, and servo assemblies.

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1. Functional Inspection. Physical operation of an item todetermine whether or not it will function in a prescribed manner.This type of inspection uses specialized diagnostic equipment andoperational test stands. The item may be checked with a MOC whileinstalled on an aircraft if test equipment is not available. Thetest will duplicate, as close as possible, the conditions under which

the item will operate in flight.

j- Component Overhaul. Maintenance performed to restore an itemto a serviceable condition, at a depot level facility, as prescribedin the appropriate Depot Maintenance Work Requirement (DMWR). Theitem is subjected to a complete disassembly and inspection. Alldefective or excessively worn parts are replaced with new orreconditioned items. When a TC item is overhauled a new service lifewill start. This action will "zero" Time Since Overhaul, but notTime Since New.

k. Component Repair. Maintenance performed to restore an item toserviceable condition by correcting a specific failure or

unserviceable condition. This allows a TC or RC item to complete itsMAOT/TBO cycle. This action will not "zero" Time Since New or TimeSince Overhaul.

1. Component Rebuild/Remanufacture. Maintenance performed torestore an item to a like new condition in appearance, performance,and life expectancy. This is done by complete disassembly,inspection, and repairing or replacing all worn or unserviceableelements with new parts or parts that have been reworked to originalmanufacturing specifications. When an item is rebuilt/remanufacturedit starts a new life cycle. This action will "zero" Time Since New,and Time Since Overhaul.

4-2. General.

a. Maximum utilization of programmed operating hours is necessaryfor economic operation of Army aircraft. Instructions in thissection have been established to achieve this objective withoutjeopardizing safety.

b. All items listed in TB l-1500-341-01 (Aircraft ComponentsRequiring Maintenance Management and Historical Data Reports) or theULLS-A Component Legitimate Code files are considered managed items;therefore, historical records are required to be maintained for alllisted items per DA Pamphlet 738-751. DA Form 2410 component data

will be submitted to AMCOM.

C . Components or parts not identified as TC or RC items in theoverhaul and retirement schedule of the applicable aircraft (-23)maintenance manual are considered condition change (CC) components.CC items will be replaced only when they become unserviceable. Allitems listed in TB l-1500-341-01 or the ULLS-A Component LegitimateCode files, will have historical data maintained and processed per DAPamphlet 738-751.

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d. Suitable engine diagnostic and repair procedures must beattempted when an engine fails to meet the operational limits stated

in the appropriate aircraft operator's manual (-10). The engine

should be changed if the problem can't be corrected. However, before

replacing the engine, Aviation Unit Maintenance (AVUM) activities

must request verification that the engine is defective, from the

supporting Aviation Intermediate Maintenance (AVIM) facility. Onlyafter AVIM has determined that the engine is non-reparable willauthorization be given to replace the engine.

e . All items removed from an aircraft or engine must be tagged

with a suitable tag to identify the end item the component/part was

removed from. If the component/part is not intended to be

reinstalled on the same aircraft, engine, or component it was removed

from, the item must be tagged with the appropriate materiel condition

tag and if applicable a DA Form 2 4 1 0 submitted per DA Pamphlet 738-

751.

f. When an item fails to perform satisfactorily, for the

established MAOT or TBO interval, for reasons other than abuse, crashor battle damage, ground accident or incident, a Quality Deficiency

Report, SF 368, will be submitted per DA Pamphlet 738-751.

g. Selected components used on Special Operations Aircraft havebeen designated as "Closed-Loop Components". These items are

believed to be subjected to extra wear and stress, and normally have

a lower TBO cycle than comparable items used on conventional fleet

aircraft. Items designated, as "Closed-Loop" must be closely

monitored to ensure that they are returned to the repair/overhaul

facility that is capable of performing the maintenance requirements

of these special components.

4-3. The Army Warranty Program. Under the current AMCOM aircraft

warranty program, maintenance supervisors are not required to verify

warranty status of aircraft components before performing routine

maintenance. Standard maintenance actions will not void the warranty

coverage. Maintenance supervisors are required to initiate a Quality

Deficiency Report (QDR) when any of the conditions stated in DA

Pamphlet 738-751 exists. All QDRs will be screened by AMCOM forwarranty applications. If warranty actions are required, the AMCOM

Warranty Claims Office will notify the QDR initiator within 30 days.

Maintenance personnel are requested to coordinate all warranty

questions or actions with their Logistics Assistance Representative

(LAR), or the Warranty Claims Office. The address is COMMANDER,

AMCOM, ATTN: AMSAM-MMC-RE-FC, Redstone Arsenal, AL 35898-5000,telephone DSN 788-8276 or Commercial (256) 842-8276, Data Fax DSN

746-4904 or Commercial (256) 876-4904, or E-mailcfo@redstone.army.mil.

4 - 4 . Replacement of Limited Service Life Components. The TB

l-1500-341-01 and the ULLS-A Component Legitimate Code files employs

the codes RC to refer to items that have an established MAOT, TC to

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refer to items that have a TBO assigned and are authorized to be

overhauled, and CC for items changed on an as-needed basis. Itemscoded RC or TC are considered limited service life items and will be

replaced as follows:

a. Retirement Life Components. Items coded RC are finite life

items. The MAOT for these items has been determined throughengineering estimates and/or actual operational experience. Under no

circumstance, will any RC item be subjected to any type of overhaul

or repair procedures that adjusts the items total operating time.

When possible these items should be scheduled for replacement in

conjunction with the nearest scheduled inspection, or other

maintenance action prior to the expiration of the items MAOT. Thepublished MAOT may be exceeded only under the conditions stated in

paragraph 2-2 and 2-3.

NOTE

The latitude permitted in paragraph 4-4b was establishedto reduce downtime by combining component replacement with

other scheduled maintenance actions. If no scheduled

maintenance actions are due within the tolerance window,

the TBO replacement due time shall not be extended.

b. Time Between Overhaul Components. Items coded TC must be

removed from service and returned to a depot level facility for

overhaul when the item has reached its TBO. Only under theconditions stated in paragraph 2-2, 2 - 3 and this paragraph will any

TC component be authorized to exceed the published TBO. When

possible TBO items should be replaced in conjunction with other

scheduled maintenance or inspections. To minimize downtime an"early/late" replacement tolerance window has been established. Thetolerance window enables the adjustment of the TBO due time to

coincide with other scheduled maintenance actions. However, even

with the tolerance window, some items may come due for replacement at

times not compatible with other scheduled maintenance actions. If

there are no other scheduled maintenance actions due within the

tolerance window, the tolerance window will not be used.

(1) For components with a TBO of 4 0 0 hours or more, the removal

time may be varied above or below the assigned TBO by 7 5 hours.

(2) For components with a TBO of less than 400 hours, the

removal time may be varied above or below the assigned TBO by 10percent.

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Example

Component TBO 1000 hours

Tolerance Factor (plus or minus) 75 hours

Item Usage Window 925 to 1075 hours

Component TBO 300 hoursTolerance Factor (plus or minus 10%) 30 hours

(300 x . 10 = 30)Item Usage Window 270 to 330 hours

C . Components or parts replaced on a calendar cycle. Items

replaced on a calendar cycle (day, month, year), will be considered a

special inspection; therefore, they shall be listed on the aircraft

DA Form 2408-18, and the provisions stated in paragraph 2-10, will

apply.

4-5. Replacement of Components on Aircraft Being Transferred.

a. Serviceable items will remain on aircraft being transferred,

providing the operating time remaining on the items meet the

standards in Section XII (Standards of Serviceability for Aircraft)

of this manual.

b. When aircraft are being transferred to theaters with combat

operations and due to justifiable conditions, the time does not

permit changing of components per Section XII, the aircraft may be

shipped with installed components meeting the standards for transfer

between non-combat theaters. It is intended that this exception be

used only with mutual consent of the shipping and receiving commands.

The affected components would then be replaced at the time of normal

replacement.

NOTE

All managed components removed and tagged IAW paragraph 4-

6 will have the DA Form 2410 Control Number, time since

new, time since last overhaul, any SOF message/ASAM/TB

that need to be applied, and whether the item is or is not

NRTS recorded on the applicable tag per DA Pamphlet 738-

751. All documentation required by TB l-1500-341-01 and

the ULLS-A Component Legitimate Code files, must be

prepared and submitted, per DA Pamphlet 738-751 before

turn in to the appropriate supply activity.

4-6. Removal of Components. When an item is removed and no

immediate requirement exists for use on another aircraft at the

removing activity, it will be processed as follows:

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a. Removed components meeting the following standards will beclassified as serviceable and tagged with a DD Form 1574 (Serviceable

Tag - Materiel):(1) TC components assigned a TBO interval of 500 hours or more

and have 25 percent or more of the interval remaining.

(2) TC components assigned a TBO interval of less than 500 hoursand have 100 hours or more of the interval remaining.

(3) RC components with 100 or more hours of the assigned MAOTremaining.

b. Removed components meeting the following standards will beclassified as unserviceable:

(1) TC components assigned a TBO interval of 500 hours or moreand have less than 25 percent of the established interval remainingwill be tagged with a DD Form 1577-2 (Unserviceable (Reparable) Tag -Materiel). The following statement will be recorded on the tag"Returned for overhaul IAW TM l-1500-328-23."

(2) RC components with less than 100 hours of the assigned MAOTremaining will be tagged with a DD Form 1577 (Unserviceable(Condemned) Tag). The following statement will be recorded on thetag"Condemned IAW TM l-1500-328-23." Mutilation per Section IX, thismanual, will be accomplished before turn-in to the local propertydisposal office.

(3) TC components assigned a TBO interval of less than 500 hoursand have less than 100 hours of the interval remaining will be tagged

with a DD Form 1577-2 (Unserviceable (Reparable) Tag - Materiel).The following statement will be recorded on the tag "Returned foroverhaul IAW TM l-1500-328-23."

Unserviceable expendable RC components/parts; such as, hardware(bz;t_s& nuts, etc.) , cables and rod end bearings, will be discardedafter compliance with the mutilation requirements in Section IX ofthis manual.

d. CC components will be subject to the necessary inspectionsand/or tests to determine their state of serviceability. Thecomponent will be appropriately tagged per DA Pamphlet 738-751 andturned-in to the local supply activity.

4-7. Reuse of Serviceable Parts. Used serviceable parts may beinstalled on other aircraft providing the item has been provenserviceable by a thorough inspection and/or functional test beforeinstallation or during a repair/overhaul process. All documentationwill be prepared and submitted per DA Pamphlet 738-751.

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4-8. Components Obtained through Cannibalization. Currently AMCOM

is authorizing selected activities to retain designated retiredaircraft for the purpose of local parts salvage, prior to theairframe being disposed of through the DEMO. It is critical thatall-historical records and data of managed components is maintained,

and processed per DA Pamphlet 738-751. Activities authorized a

"Parts Bird" must comply with all cannibalization requirements statedin paragraph 10-6 of this manual.

4-9. Reuse of Components Removed from Damaged Aircraft.Extreme caution must be used before reuse of an item removed from an

aircraft damaged in an accident. Under no circumstances will

components removed from a damaged aircraft be reused on another

aircraft before compliance of the following requirements:

a. The item must be certified as serviceable by a thorough

inspection and/or functional test before installation or during therepair or overhaul process.

(1) All functional components and assemblies; such as, engines,

transmissions, pumps, valves, generators, gearboxes, rotor heads,

etc., will be subjected to inspections and tests per the inspection

and test standards required at the time of overhaul.

(2) Components not designated as overhaul items will beinspected and tested per the applicable "-23" technical manual. Ifthe inspection and test requirements are beyond the capability of theAVIM unit, the item will be condemned locally or sent to a depotmaintenance facility, per the recoverability code assigned to the

item.

(3) All items that are locally condemned require a completed DDForm 1577 Unserviceable (Condemned) Tag-Materiel. This tag will be

annotated to show the item was removed from an aircraft involved in a

crash or accident. The condemned items will be mutilated per Section

IX of this manual, before the item is sent to the local DEMO fordisposal.

(4) All items that are to be shipped to a depot maintenancefacility require a statement, on all accompanying documentation, that

the item has been removed from a crashed aircraft or an aircraft

involved in an accident. All documentation must be prepared and

submitted per DA Pamphlet 738-751.

b. All required inspections and/or tests must be accomplishedbefore the item is installed on another aircraft.

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4-10. Components Exposed to Fire and/or Saltwater Immersion.

a. DG not reuse components exposed to fire and/or immersed insaltwater, unless the item has been determined serviceable by a depotlevel inspection/repair/overhaul.

b. Items will be condemned locally; or if considered reparablewill be returned through proper channels for inspection andoverhaul/repair.

C . Items condemned or returned for inspection and overhaul requirea statement on all documentation, stating the item has been exposedto fire and/or saltwater immersion.

4-11. Repair and Overhaul of Components.

NOTE

Items that have been ruled as not repairable will beadministratively condemned and processed per Section IX ofthis manual.

a. Before starting maintenance on recoverable reparable items, athorough inspection and function test will be conducted to determinethe item's condition, extent of repair, and level of maintenancerequired. Source-Maintenance Recoverability (SMR) Codes, listed inall aircraft "-23P" parts manuals, are used to determine if an itemis authorized repair, and the maintenance level that will normallyaccomplish the work. Before start of any repair action accomplishthe following:

(1) Determine if the item is economically repairable. Refer tothe TB 43-0002-1, Maintenance Expenditure Limits for AviationSecondary Items.

(2) Items that are considered repairable should be repaired atthe lowest authorized maintenance level capable of doing the work.

(3) TC and RC items require additional evaluation. Theremaining operating time (Refer to paragraph 4-7) on the item and theextent of required maintenance must be considered.

(a) TC items with a TBO interval of 500 hours or more, with200 hours or more remaining which can be made serviceable withminimum disassembly, will be repaired at the lowest authorizedmaintenance level.

(b) TC items with a TBO interval of 500 hours or more, with200 hours or more remaining but which can not be repaired withminimum disassembly will be shipped to depot maintenance.

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(c) TC items with a TBO interval of 500 hours or more, with

less than 200 hours remaining will be shipped to depot maintenance.

(d) TC items with a TBO interval of less than 500 hours, with100 hours or more remaining which can be made serviceable with

minimum disassembly, will be repaired at the lowest authorized

maintenance level.

(e) TC items with a TBO interval of less than 500 hours, with100 hours or more remaining but which can not be repaired with

minimum disassembly will be shipped to depot maintenance.

(f) TC items with a TBO interval of less than 500 hours, with

less than 100 hours remaining will be shipped to depot maintenance.

(g) RC items with 100 hours or more of the MAOT remaining

which can be made serviceable with minimum disassembly, will be

repaired at the lowest authorized maintenance level.

(h) RC items with 100 hours or more of the MAOT remaining butwhich can not be repaired with minimum disassembly will be shipped to

depot maintenance.

(i) RC items with 99 hours or less will be processed per

Section IX of this manual.

(4) CC items. When inspections and functional tests show thatCC items are unserviceable, but economically repairable, they will be

repaired at the lowest authorized maintenance level.

b. When it is determined that a component must be overhauled, tag

the component and turn-in to the appropriate supply activity. All

forms and records will be properly prepared per DA Pamphlet 738-751.

C . Upon completion of overhaul, the components will be tagged as

serviceable and all forms and records prepared per DA Pamphlet

738-751.

4-12. Component Historical Records.

a. Historical records are kept on specific aircraft components,

accessories, and mission essential equipment aboard aircraft. They

show important information and events in the life of aircraft and

aviation associated equipment. Another purpose for keeping

historical records is to prevent a component being operated beyondits TBO/MAOT limit. Historical records must be maintained and

submitted, for all items that are identified in TB l-1500-341-01 andthe ULLS-A Component Legitimate Code file per DA Pamphlet 738-751.

b. The feedback of some maintenance data to AMCOM is accomplished

using DA Form 2410. The "2410" information is used in a variety ofways to monitor and evaluate the performance of selected components.

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The "2410" data is stored in the AMCOM TAMMS-A (The Army MaintenanceManagement System - Aviation) Component Tracking System (TACTS)database. This information is available to all military andauthorized civilian maintenance activities, through the "2410 HOTLINE." The data can be used to help reconstruct lost or damaged

historical records. See paragraph 4-16 for the 2410 Hot Line phone

numbers.

(1) The DA Form 2410 reports the removal, gain, or loss of an

item to the inventory, major repairs/overhauls, and the installation

on an aircraft, or the disposal through DRMO. All significant events

in the life of a component are tracked and reported using this form.

The importance of using this form correctly cannot be

overemphasized.

(2) Not following the set procedures in DA Pamphlet 738-751

could result in premature overhaul or condemnation of an item.

C . It is the responsibility of each maintenance and supply

activity that processes, or repairs items, requiring DA Form 2410, tobe sure that all items are tagged with the proper materiel condition

tag, and all